Thanks for the help on the heads. I still think I will go with those other heads. Even if they are not the 72 cc heads they hae to be better than the ones I have since I have the ONLY year that had open chambers. All the work has been done to them already and at a lower cost than doing my heads. I need all the compression I can get because (and I Know I am gonna catch hell from you guys) I am keeping the stock dished pistons and 8.5 compression is sad. This is a VERY budget rebuild and I have built others on a lot less and they are still going strong. I have seen the chambers on the Ford Motorport 460 heads and if that is what the 72 cc chambers look like then these heads are not closed. At least not that much. I figure they are the 89cc heads or something like that cuz they are smaller than my 91's.

Anyway my question is about rods. According to the #'s I have CJ rods in my '72 Lincoln 460. Does this make sense. I am absolutely sure that this thing has never been rebuilt. The casting number on the rods is D0OE-A.
This is the first time I have ever been concerned with casting numbers but some of these are worth looking into.


Thanks for all the help!

 

[font size="1" color="#FF0000"]LAST EDITED ON 10-Feb-01 AT 10:18 PM (EST)[/font][p] Hey flpanhead,
The CJ, SCJ, truck & police interceptor rods have what the call a "football" shaped head on the rod bolts, the standard passenger car rods have a "broached" head(rectangular) on there rod bolts. Now the "football" rod bolts are better, but what really makes these rods a better performance part is the extra material that is left around the CJ style rod bolts, instead of a straight cut across the connecting rod bolt area which you will find with the "broached" style bolt. I've seen your other ?'s in this forumn on 460's and I'd like to give my two cents if possible. Don't overbore your block .060 just to gain 12 cubic inches. Why take that amount of material out of a block if it only needs a .030 overbore or less, not to mention the additional costs of .060 over pistons compared to .030 over pistons. If you need, in the future, to rebuild this engine the .060 overbore pretty much sends this block to the scrap heap if anymore boring is required. The D2VE-AA heads you have don't have exposed EGR ports in the combustion chambers like the D3VE-A2A heads have. Your heads are essentially a D3VE-A2A head without the emissions stuff being tapped. They are not an open chamber design, this was accomplished with the 96.5cc D4VE heads. Your heads were produced to combat compression and to bring about other changes as well. (A) First year of the 91cc combustion chamber. (B)They changed rocker arm styles in '72 and the way the rocker system attaches to the head. (C) The use of smaller spark plugs, since the 460 police heads in later models used this same basic design, Ford could get a bigger valve(intake) that was used in these PI heads into the combustion chamber at the optimum location for combustion purposes. Think about it, Ford built the CJ & SCJ heads with the smaller 14mm plugs to accomidate larger valves when the '68-'71 429-460 passenger car heads used the larger 18mm plugs. These heads had alot of firsts for a standard production 429-460 head that were heading into emissions regulation.
I don't mean to muddy the water, just thought you liked to know.

Todd
BB79RANCH